Boat propelling mechanism.



PATENTED MAY 9, 1905.

J. A. WEEKS.

BOAT PROPELLING MECHANISM.

APPLIOATION FILED MAY 17,1904.

Witnesses:

UNITED STATES Patented May 9, 1905.

PATENT OFFICE.

JOHN A. WEEKS, OF TULSA, INDIAN TERRITORY, ASSIGNOR OF ONE-HALF TO LUTELADIC LEWIS AND ROBERT HOWARD PATRICK, OF TULSA,

INDIAN TERRITORY.

BOAT PROPELLING MECHANISM.

SPECIFICATION forming part of Letters Patent No. 789,641, dated May 9,1905,

Application filed May 17, 1904. Serial No. 208,427.

To all whom it may concern:

Be it known that I, JOHN A. WEEKS, a citizen of the United States,residing at Tulsa, in the Creek Nation, Indian Territory, havein- 5vented a new and useful Boat Propelling Mechanism, of which thefollowing is a specification.

This invention relates to boat propelling mechanism.

The object of the invention is in a ready,

1 simple, and thoroughly-practical manner to dispense with theemployment of an engine and propellers as driving agents for a boat andby a novel and economical use of steam or steam and air combined toeffect propul- I sion in either direction; furthermore, to obviate theformation of swirls or eddies in the water, such as are always presentwhere propellers or paddle-wheels are used, thereby particularlyadapting the device for use on canal-boats,where it is essential toobviate any washing away of the canal-banks; furthermore, to adapt thepropelling mechanism to assist in steering the boat-that is, to causeits rapid turning in either direction when nec- 5 essary.

WVith the above and other objects in view, as will appear as the natureof the invention is better understood, the same consists in the novelconstruction and combination of parts 3 of a boat propelling mechanism,as will be hereinafter fully described and claimed.

In the accompanying drawings, forming a part of this specification, andin which like characters of reference indicate corresponding parts,there is illustrated one form of embodiment of the invention capable ofcarrying the same into practical operation, it being understood that theelements therein exhibited may be varied or changed as to shape,proportion,

4 and exact manner of assemblage without departing from the spiritthereof.

In the drawings, Figure 1 is a View in vertical longitudinal sectionthrough a boat having combined therewith the propelling mechanism of thepresent invention. Fig. 2 is an inverted plan view of the boat. Fig. 3is a transverse sectional view taken on the line 3 3, Fig. 2, andlooking in the direction of the arrow thereon. Fig. 4 is a transversesection taken on the line 4 4, Fig. 2, and looking in 5 the direction ofthe arrow thereon.

Referring to the drawings, 1 designates the boat, which, as shown inFig. 2, has a straight stern 2, straight sides 3 and 4c, and a sharp bow5, this form of boat being adapted for use on canals or for inlandwaters. The bot tom is in this instance shown flat and devoid of a keel,this for allowing the boat to travel in shallow water; but it is withinthe latitude of the invention to include a keel if found necessary ordesirable, and as this will be readily understood detailed illustrationthereof is deemed unnecessary. l/Vhile the boat herein shown orsubstantially like it is one that will generally be employed inconnection 5 with the propelling mechanism forming this invention, it isto be understood that the invention is not to be limited thereto, as aboat having bulged sides and round bottom may be employed and still bewithin the scope of 7 the invention.

The propelling mechanism embodies in part a plurality of ducts 6in thisinstance three in numberfor propelling the boat, and. a plurality ofducts 7 in this instance two-for backing the boat. These ducts, as shownin Figs.

3 and 4:, are rectangular in cross-section and are tapered, the widestends of the ducts 6 being disposed at the stern of the boat and thewidest ends of the ducts 7 being disposed at the bow of the boat. Theducts 6 terminate a short distance from the stern; but the ducts 7 arepreferably projected entirely to the bow on each side of the centerthereof. The ducts are arranged in channels provided in the bot- 5 tom 8for the purpose, and the bottom in rear of the discharge ends of theducts 6 is cut away, as shown at 8', to permit uninterrupted dischargeof the steam from the ducts backward beyond the boat. As shown in Fig. 9

1, both series of ducts lie flush with the under surface of the bottomof the boat, and this arrangement not only prevents the ducts frompresenting obstructive surfaces, which would tend to impede the progressof the boat, but also shields the ducts from liability to damage. Ofcourse, if preferred, the ducts could be setinward some distance beyondthe lower surface of the bottom of the boat; but generally thearrangement shown will be preferred.

Arranged .within the boat-body is a boiler 9, preferably of thehigh-pressure type, and connecting with the boiler in any preferredmanner is a series of pipes 10, one of each of which connects with oneof a series of branch pipes 11, communicating with the ducts, eachsupply-pipe 10 being provided with a valve 12, by which to control thepassage of steam to the duct with which it communicates. Grenerallysteam will be relied upon as the propelling agent; but, if preferred,air may be mixed with the steam, the air being supplied by a pump 13, ofany preferred construction, and by the employment of an admixture of airand steam the latter is conserved, as condensation will largely beprevented, so that the maximum amount of energy will result from a givenpower.

One of the salient features of this invention and that whichdifferentiates it from apparatus of this character heretofore employedis that the impact and expansive force of the steam are utilized. Itwill be apparent by reference to Fig. 2 that the steam passing throughthe pipes 11 will first impact with the water in the ducts (the latterof course being initially filled with water) and will exert a propulsiveforce thereon which tends to force the water in the ducts outward, andas the water is gradually forced out the steam will expand in directproportion to the increase of the diameter of the ducts, and thuspractically all the energy of the steam will be utilized, the same beingtrue when an admixture of steam and air is employed. The steam escapingfrom the ducts 6 is projected rearward in straight lines and in a sheetor body approximately equal to the width of the hull, and by this meansany swirling or eddying of the water is prevented, thus overcoming anytendency of the water to move laterally, which where the boat is usedupon a canal would result in the washing away of the banks. Furthermore,as no water is picked up, as with propellers or paddle-wheels, theformation of dead water will be prevented. The same principle present inthe operation of the ducts 6 also obtains with regard to the ducts 7.

In the forward propulsion of the boat one or all the after ducts 6 maybe employed, according to the speed that it may be desired to maintain,and, as pointed out, the regulation of the power may be controlledthrough the valves 12, this principle also holding good with relation tothe forward ducts 7. Should it be desired to turn the boat in a veryshort circuitsay to the right the left-hand duct 6 would have steamsupplied to it and the remaining after ducts would be renderedinoperative, and the right-hand forward duct 7 would likewise berendered inoperative while steam would be supplied to the left-handforward duct, and the force of the steam, together with the rudder 14,which may be operated in any preferred manner, will effect the rapidturning of the boat.

Where merely steam is relied upon for propelling the boat, the pump 13may be of the kind to pump water to the boiler; but where air and steamare relied upon the pump 13, as before stated, will be an air-pump, andan inspirator or injector will be employed for supplying water to theboiler.

The sides or sheathing of the boat at the cutaway portion 8 formdepending flanges 14, that operate to cause the steam, or steam, water,and air to be discharged rearward in straight lines and in a Zonebounded approximately by the width of the hull, and this feature ofconstruction is that which obviates the formation of swirls and eddiesat the rear of the boat, which cause the washing away of thecanal-banks.

It will be seen from the foregoing description that although theapparatus of this invention is exceedingly simple in construction itwill be found thoroughly efficient and durable in use for the purposedesigned and may be operated without the necessity of employment ofskilled labor.

Having thus fully described my invention, what I claim is 1. In a boatpropelling mechanism a plurality of horizontally-tapered anddisconnected rectangular ducts having their larger ends disposed,respectively, at the bow and stern of the boat, and means for supplyinga fluid under pressure to the ducts.

2. A boat propelling mechanism comprising a plurality ofhorizontally-tapered and disconnected rectangular ducts carried by thebottom of the boat and lying flush with the under side thereof andhaving their larger ends discharging, respectively, at the bow and sternof the boat, means for supplying fluid under pressure to the ducts, andmeans for controlling the supply to the ducts.

3. A boat propelling mechanism comprising a plurality of tapered ductsterminating short of the stern of the boat, the larger ends of whichconstitute the discharge, means for supplying a fluid under pressure tothe smaller ends of the ducts, and depending flanges forming acontinuation of the side of the boat and 789,641 &

extending to the stern for directing the fluid In testimony that I claimthe foregoing as in lines approximately parallel with the sides my own Ihave hereto aflixed my signature in IQ of the boat. H l l the presenceof two Witnesses.

4. In a boat prope ing mec ianism a p urality of disconnected taperedducts having JOHN WEEKS their larger ends disposed, respectively, atWitnesses: the bow and stern of the boat, and means for ANDY C. STOKES,supplying a fluid under pressure to the ducts. ANDREW ARTHUR.

